Product Development and Management Methodologies

ABSTRACT

Systems and methods for developing and managing a product are described. The development of the product includes configuring and constructing the product such that the product can be communicated directly between an end user and an original equipment manufacturer (OEM). The system further comprises developing the product to satisfy the requirements of a common carrier as to content, shape, and size of parcels. For engine driven products, this development includes developing the product for isolation of consumable materials, such as fuel, oil, and/or batteries, during shipment of the product. Such a system provides for the cradle to grave management of the engine driven product by the OEM. Accordingly, the OEM avoids the expense and complication generally associated with maintaining or associating with an engine driven device dealers. Such a system also allows the OEM to more closely monitor and assess product performance and maintenance and well as warranty and financing protocols.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. Ser. No. 11/695,360,filed Apr. 2, 2007, titled “Power System For Watercraft” which is acontinuation-in-part of U.S. Ser. No. 11/466,653 filed Jun. 5, 2006titled “Prone Operator Position Personal Watercraft”, the entirecontents of both of which are hereby expressly incorporated by referenceinto the present application.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates in general to the field of productdevelopment. More particularly, the present invention relates todevelopment and distribution of engine driven personal use vehicles,such as personal watercraft, bicycles, engine powered two wheelvehicles, and the like. Specifically, a preferred embodiment of thepresent invention relates to a system of developing a product to complywith the requirements of a third party distribution network.

2. Discussion of the Related Art

Historically, it was known in the prior art to develop a product that ismaximized for manufacturing productivity as well as product robustness.It is further well established to develop a product based uponmanufacturing cost as well as material consumption. After development ofthe intended product, a distribution modality is commonly determined andselected as a cost consideration as to how to efficiently communicatethe product to the consumer. Although general consumer goods such asshoes and computers can be readily communicated to the consumer viacommon carriers such as UPS or Federal Express, other products, asdetermined by their composition, size, and configuration, are commonlyrefused to be transported by these delivery systems. Engine powereddevices, because of their size, weight, shape, and inclusion ofcombustible materials, are one type of such a product.

Distribution of engine powered devices is commonly effectuated bycontact carriers who distribute the manufactured and fully assembledproducts from the original equipment manufacturer (OEM) to a number ofdepot or dealer locations. This distribution modality can be readilyobserved every day in the transportation of cars and/or other enginepowered devices via contract carrier and the proliferation ofdealerships associated with specific OEMs. These dealers and contractcarriers often operate independently of the OEM. Efficient operation ofsuch a system requires relatively constant and generally uninterruptiblecommunication between the OEM and the participants of the distributionchain.

Product development generally includes the configuration of a productand assignment of a distribution modality after the product has beendesigned. That is, the OEM will select the distribution modality as afunction of who will be willing to distribute the product to a consumer.FIG. 3 shows such a system 10. After a products' conception 12, the OEMdetermines a manufacturing protocol 14. Such a protocol determinationgenerally includes the selection and assignment of which components andassemblies the OEM can itself manufacture, and which components andassemblies the OEM will contract with others to provide. Uponacquisition of all of the necessary product configuration andconstruction systems, the OEM assesses and selects a distributionmodality 18. The process of selecting a distribution modality generallyincludes consideration of: a) whether the OEM should internally controlthe distribution network or contract with third parties that providesuch services, b) which carriers are willing to distribute the product,c) the relative cost associated with those parties who are willing totransport the product, and d) where and by whom the product will bedisplayed to the public, etc. Commonly, when the product cannot simplybe transported by common carrier, selection 18 results in a selectionbetween just a few contract service providers.

Having determined the product configuration and manufacture protocol 14and selected a distribution modality 18, system 10 produces anddistributes the conceived product in accordance with the decisionsrelated to the product manufacture protocol 14 and the decisions relatedto product distribution 18. The existing business developmentmethodology for the sales and service of motorized vehicles hastraditionally followed this paradigm.

As an example, personal watercraft OEMs incorporate an intermediary or adealer between the OEM and the end user or customer. The dealer channelis used by the OEM to inform and make the sale of product andaccessories to the end user, take the necessary steps to prepare theproduct for delivery to the customer (dealer prep), effect delivery ofthe product to the customer, provide warranty service of the product,provide recall service, if necessary, and provide ongoing service to thecustomer. The dealer may also provide a market in used product. Thedealer channel provides a convenient means for an OEM to easily informand make the sale of product to individual customers distributed acrosslarge geographical territories. The dealer is also generally responsiblefor unloading product from the commercial carrier, make finalpreparations of the product for consumer use such as adding fuel and/oroil, making, installing, or servicing battery systems, and otherwisetransporting the product for consumer delivery. The design of suchproducts relies on point of sale personnel, or a local dealer, toaccomplish these and other tasks. The size, weight, and configuration ofthe product often required some form of material handling equipment ormultiple individuals to be involved in the unloading of the product fromthe commercial carrier or transporter. The end user generally could notaccept receipt of such products at their ship-to address.

The dealership product supply protocol also separates the OEM frominventory and specific product control and performance feedback. If aproduct suffers an “infant mortality” while under warranty, the dealerchannel commonly performs warranty repairs for the customer and chargesthe OEM for such services. In return for these and other services, theOEM generally provides a discount from list price on products,accessories, and service parts to the dealer. These discounts accountfor a portion of the revenue stream associated with operation of thedealership. In essence, the dealership network is partially supported bythe OEM. Due to the requirements of engine driven products discussedabove, the dealer network distribution channel has become the commonbusiness model for all motorized watercraft OEMs.

The dealership distribution network presents several additionaldrawbacks to the distribution of OEM products. The dealership networkrequires the placement of a third party, i.e., the dealer, between theOEM and the consumer. The dealer is frequently less motivated and/or notas well equipped as the OEM to achieve high levels of customersatisfaction. That is, if the OEM's product fails too often, the dealermay simply switch brands to maintain the vitality of the dealership.Such product shifting directly affects the success of the OEM's productsand the OEM underlying business. The dealer channel also necessitates anumber of additional resources to recruit and train dealers,establishing dealership order processing and accounts receivablesystems, service training for dealership personnel, part ordering andlogistics systems, provisions of service manuals and specialized serviceequipment, warranty tracking systems and dealer motivational expenses.

As alluded to above, dealership loyalty and/or solidarity is also anissue. Dealerships frequently carry a wide range of motorized productsfrom multiple OEMs. The sales personnel associated with such multiplebrand dealerships often lack an intimate knowledge of any one brandcarried by the dealership. Such dealerships also generally lack thecapacity to carry each and every product produced by each OEM. As such,such dealerships may not have on hand a specific product of customerinterest as it would be implausible and impractical to have showroomslarge enough and be financially liquid enough to cover the costassociated with stocking each product produced by each OEM. Suchcross-brand product dealerships also often lack the ability tomaintained service personnel skilled in servicing each individualproduct offered by multiple OEMs.

OEM distribution that relies on the dealership distribution model isalso susceptible to unscrupulous dealership transactions. For example,if a field failure occurs under warranty, the OEM is at the mercy ofaccurate reporting from the dealership to determine root causes andconfirmation that the failure is cover by an applicable warranty. Suchoccurrences can unnecessarily increase the OEMs operating expenses.

The dealership distribution model also suffers from untimely productmanufacture-to-use intervals. That is, unsold dealership products mayhave defects that have not been recognized by the OEM because theproducts remain unused in the dealership's inventory. The time lagbetween initial manufacture and recognition of the defect increases theproduct pool that must be repaired or otherwise corrected. A recallinitiated by the OEM to effect a product modification would have tocover both purchased product and the unsold inventory.

The dealership also complicates the stream of information with respectto feedback from the end user. Generally, a consumer who has a productissue or comment reports this feed back to the point of sale, i.e. thedealership. Accordingly, consumer feedback may not be accuratelycommunicated to the OEM and may be filtered or otherwise discarded bythe dealership. OEMs frequently require a warranty card or other productregistration system such that the OEM is knowledgeable about theidentity of end consumers and warranty responsibilities. The costassociated with maintaining such systems is not negligible and furtherincreases the per unit operating expense experienced by the OEM.

Understandably, engine driven products could be communicated directly toa consumer but only with considerable additional expense. That is, theOEM would become financially responsible for supporting the personneland equipment necessary for such a transaction. When many purchaserswould only require a few actual machines, a wide market area must bepenetrated to maintain the viability of the underlying OEM. Distributingthe product would generally require transportation vehicles, such astrucks, and personnel physically able to deliver the purchased products.Although this would be an obvious variant to avoid a dealership network,the cost associated with maintaining such a system renders itimpractical to start-up providers.

Accordingly, it is desired to provide alternate systems and methods ofdeveloping a product and communicating that product to a consumer.

SUMMARY AND ASPECTS OF THE INVENTION

By way of summary, the present invention is directed to development andmanagement of engine driven products that overcomes one or more of theabove mentioned drawbacks. An effect of the present invention is theability to communicate such products directly to a consumer or end userwithout the involvement or establishment of a contract carrier, adealership, or dealer network. A further aspect of the invention is toprovide an engine driven apparatus that can be efficiently communicatedbetween an original equipment manufacturer (OEM) and an end user. Asunderstood herein, an engine driven apparatus, product, or devicegenerally includes personal use vehicles and specifically engine drivenrecreational vehicles such as personal watercraft and wheeled products,such as two-wheeled products like dirt bikes, and four wheelers.Although specifically directed to engine driven devices, it is alsoappreciated that the present invention is equally applicable to otherconsumer products such as bicycles, lawnmowers, all terrain vehicles,exercise equipment, etc.

Another aspect of the invention is to provide an engine driver apparatusthat is ruggedized and reliable, thereby decreasing down time andoperating costs. Another aspect of the invention is to provide anapparatus that has one or more of the characteristics discussed abovebut which is relatively simple to manufacture and assemble using aminimum of equipment. A further aspect of the invention is to provide anengine driven apparatus that can be easily broken down into constituentparts that can be configured for transportation by a common carrier.

In accordance with one aspect of the invention, these advantages areachieved by a method of developing a product that includes conceiving ageneral idea of a desired product. A commercial distribution network isselected for disseminating the desired product. The general idea of thedesired product is then altered to satisfy requirements of thecommercial distribution network. Such a method develops a product thatcan be efficiently and expeditiously manufactured, distributed, andserviced by an original equipment manufacturer.

Another aspect of the invention discloses a method of providing anengine driven product. The method includes manufacturing of an enginedriven product in accordance with receipt of an order from an end userof the engine driven product. Shipment of the engine driven product isscheduled to be shipped to the end user via a common carrier. The enginedriven product is constructed for separation into a power component anda frame component. The power component and the frame component areseparately packaged into packages that satisfy shipping requirements ofthe common carrier. The separately packaged power and frame componentsare shipped directly to the end user via the common carrier. Such amethod allows the original equipment manufacturer to avoid the cost andeffort associated with maintaining a dedicated distribution system.

A further aspect of the invention discloses a method of managing aproduct that includes manufacturing an engineered engine drivenrecreational device. The engine driven recreational device is solddirectly to a consumer. The engine driven recreational device isdelivered directly from a manufacturer to the consumer and is servicedby personnel that are common to the manufacture of the engine drivenrecreation device. Such a system enables the personnel most intimatewith a machine's manufacture to service the machine after sale.

The invention discloses a number of methods that have one or more of thecharacteristics discussed above but which is relatively simple to setupand operate. Such methods provide means for producing and managingproduct development, distribution, maintenance, and monitoring frominception to consumption of the device. That is, the original equipmentmanufacturer can efficiently monitor and maintain the product fromcradle to grave. Furthermore, such methods facilitate the directcommunication of goods and services between the manufacturer of thegoods with the end user of the goods thereby allowing the originalequipment manufacturer to control public interaction with the entityassociated with the product.

These and other aspects and advantages of the present invention will bebetter appreciated and understood when considered in conjunction withthe following description and the accompanying drawings. It should beunderstood, however, that the following description, while indicatingpreferred embodiments of the present invention, is given by way ofillustration and not of limitation. Many changes and modifications maybe made within the scope of the present invention without departing fromthe spirit thereof, and the invention includes all such modifications.

BRIEF DESCRIPTION OF THE DRAWINGS

A clear conception of the advantages and features constituting thepresent invention, and of the operation of typical mechanisms providedwith the present invention, will become more readily apparent byreferring to the exemplary, and therefore non-limiting, embodimentsillustrated in the drawings accompanying and forming a part of thisspecification, wherein like reference numerals designate the sameelements in the several views, and in which:

FIG. 1 illustrates a process of developing a product according to thepresent invention;

FIG. 2 illustrates a process of managing a product developed accordingto the process of FIG. 1; and

FIG. 3 illustrates a prior art process of product development.

In describing the preferred embodiment of the invention which isillustrated in the drawings, specific terminology will be resorted tofor the sake of clarity. However, it is not intended that the inventionbe limited to the specific terms so selected and it is to be understoodthat each specific term includes all technical equivalents which operatein a similar manner to accomplish a similar purpose. For example, anengine driven product is discussed herein as an example of a productthat is not transportable via common carrier due to package requirementsimposed by the common carrier. That is, the weight and combustiblefluids commonly associated with internal combustion engines generallyrequires that products so equipped be shipped via independent orcontract carriers who have negotiated the risk associated with suchproducts. Understandably, other products, whose end use configurationprohibits common carrier transportation, can be reconfigured and/oralternatively constructed to allow OEM management of the productdirectly with a consumer. Such alternative configurations and productsare recognized as being equivalents of the claimed invention.

DESCRIPTION OF PREFERRED EMBODIMENTS

The present invention and the various features and advantageous detailsthereof are explained more fully with reference to the non-limitingembodiments described in detail in the following description.

1. System Overview

A product development system 100 is shown in FIG. 1 and a productmanagement system 200 is shown in FIG. 2. The systems include featuresthat are not necessarily mutually exclusive and that are configured tofacilitate development and management of a product between an OEM and aconsumer without intermediary participants.

2. Detailed Description of Preferred Embodiments

Referring to FIG. 1, product development system 100 begins with ageneral idea of a desired product or general product conception 102.Product conception 102 generally includes considerations of consumers'wants, needs, and desires as well as manufacturing capabilities andabilities. For engine driven devices, and particularly engine drivenrecreation devices, product conception 102 generally includesconsideration of engine system types and components, frame systems, andcontrol systems and/or other operating/subsystem assemblies associatedwith the production of engine driven devices. The product configurationand construction is assessed (104) to ensure manufacturing capabilitiesand abilities. Having generalized the product configuration andconstruction (104), product development process 100 assesses availableproduct distribution modalities (106). That is, process 100 selects acommercial distribution network desired to communicate, transport,deliver, or otherwise disseminate the desired product. The availabledistribution modalities (106) are reviewed and assessed to determine(108) whether a direct OEM to user product stream can be supported.Preferably, the review and assessment of the distribution modalitiesincludes consideration of carrier acceptable parcel size, parcel weight,and parcel shape.

If product development system 100 does not support a direct OEM-userproduct stream (108), the development system 100 returns (110) toreassess the product distribution modalities (106). Once a OEM-userproduct stream is developed (112), product development system 100determines whether the product configuration and/or construction (104)is common carrier compliant (114). That is, product development system100 checks that the product configuration and construction (104)produces a product, or collection of assemblies, which form a productthat satisfy common carrier parcel requirements. In other words, thecommercial distribution network specifies a type of product and parcelconfiguration that is transportable. For example, product developmentsystem 100 ensures that the size, weight, configuration, packaging, andcomposition are compliant with common carrier parcel delivery protocols.Commonly, these protocols include specification on the types of productsthat can be transported via common carrier, the sealed containment ofany fluids or fluid containing systems, and the weight and shape ofindividual parcels such that they can be handled by a single individual.Preferably, each of the parcels associated with a desired product do notexceed a weight of approximately 150 pounds or 70 kg, a length of 108inches or 2.70 meters, have a combined length of girth of approximately165 inches or 4.19 meters, a width of approximately 35 inches or 0.889meters, or a height of approximately 24 inches or 0.610 meters.Preferably, each parcel does not weight more than approximately 70pounds or 31.5 kg, has a length that is approximately 62 inches or 1.575meters, a width that is approximately 27 inches or 0.686 meters, and aheight of approximately 18 inches or 0.457 meters. Understandably, atotal number of parcels associated with any given product will depend,at least in part, on the cumulative shape and size of the desiredproduct as well as the desired dimensions of the individualized parcels.

In the event that product configuration and construction (104) is notcommon carrier parcel compliant (116), product development system 100returns to assessment of the product configuration and construction(104). The return to product configuration and construction (104)necessarily requires the reconfiguration or reconstruction of productassemblies or subassemblies. Preferably, product configuration andconstruction (104) includes configuring the desired product to be brokendown into a number of constituent parts such that the individualconstituent parts can be individually packaged or otherwise configuredto satisfy the common carrier parcel compliance (114). Such a protocolmay alter the general idea of the desired product to satisfyrequirements of the commercial distribution network. That is, thedesired product may be configured to be broken down into a number ofconstituent parts, which may include one or more of an engine system, aframe system, and a control system.

Once product configuration and construction (104) has satisfied thecommon carrier parcel compliance (118), product development system 100allows the OEM to proceed to product production (120) and produce aproduct which can then be shipped directly from the OEM to a consumervia a common carrier (122). Such a configuration also allows the desiredproduct to be returned directly to the manufacturer or OEM from an enduser via the same commercial common carrier distribution network. Thatis, the engine driven device, or systems thereof, can be isolated andsegregated by the end user and returned directly to the OEM forservicing or other repair. Accordingly, product development system 100is configured such that the desired product is maintained by an OEM forthe life of the desired product from cradle to grave.

The cradle to grave OEM management of a developed product is shown inFIG. 2. The desired product is configured to be maintained by anoriginal equipment manufacturer for the entire life of the desiredproduct. Product management system 200 is particularly suited forproviding an engine driven product and begins with the acquisition ofcustomer order (202). Order acquisition (202) could be configured to beacquired by any of a number of modalities, e.g., including telephone,regular postal mail, e-mail, or in Internet-based order portals. Forthose OEMs that manufacture engine driven products, system 200 allowsthe OEM to receive an order directly from an end user of the enginedriven product. For such engine-powered device OEMs, customer order(202) generally includes scheduling shipping of the engine drivenproduct to the end user or customer via a common carrier. The OEMacquires, assembles, or otherwise manufacturers the components necessaryfor product production (204) based on customer order (202). Productmanagement system 200 includes products that may require constructingthe engine driven product for separation or segregation into a powercomponent and a frame or hull component. The separated components arethen separately packaged into packages that satisfy shippingrequirements of the common carrier (208). Accordingly, the productproduced is generally associated with common carrier compliant packagingrequirements (208). The appropriately packaged product can then beshipped to a customer or end user directly from the OEM (210).

Upon receipt of the product, customer assembly (212) of the constituentparts or assemblies is required for customer use (214) and enjoyment ofthe product. Consumer use and enjoyment of the product is generallycontinuous (218) until the occurrence of a warranty issue or requirementfor other repair or maintenance (216). Upon such an occurrence (220),the product configuration and construction allows for customerdisassembly (222), customer repackaging of the relevant product portionswith the common carrier compliant packaging (224), and return of theproduct to the OEM (226) via a common carrier. That is, the desiredproduct is configured to be returned directly to a manufacturer from anend user via the commercial distribution network. Upon receipt of thecustomer device, the OEM performs the necessary or requested repair(228) and may optionally collect additional information with respect toproduct performance, use, and consumption. Having completed therequested service or repair (232), the OEM returns the repaired portionsof the product to the customer (230) via the common carrier distributionstream for continued consumer use. Accordingly, product managementsystem 200 allows an OEM to manage assembly, distribution and servicingof an engine driven product at OEM common locations. Configuring each ofthe power and/or frame components of the product to be able to be brokendown into a number of smaller assemblies allows individual assemblies ofthe product to be communicated independently between the OEM and thecustomer. Furthermore, configuring the packaging to be reusable forreturn of one or more of the components of the product limits customerand OEM expense associated with exchanging product portions whichrequire servicing or exchange. Furthermore, the direct exchange ofproduct between OEM and consumer allows servicing of the product withthe same personnel that manufacture or otherwise engineer the enginedriven recreational device.

Specific embodiments of the present invention will now be furtherdescribed by the following, non-limiting examples which will serve toillustrate various features of significance. The examples are intendedmerely to facilitate an understanding of ways in which the presentinvention may be practiced and to further enable those of skill in theart to practice the present invention. Accordingly, the examples shouldnot be construed as limiting the scope of the present invention.

As an example, traditional personal watercrafts often include an engineand a power system that are supported in a hull. Although the nature ofthe manufacture of such traditional devices renders the systemsgenerally separable, the systems of the apparatus are generallyconstructed to be separated only by highly skilled service personnel.Having chosen a distribution system that enables a direct OEM toconsumer product stream, a product constructed in accordance with thepresent invention, such as that disclosed in co-pending U.S. Ser. No.11/695,360, filed Apr. 2, 2007, titled “Power System For Watercraft” andU.S. Ser. No. 11/466,653 filed Jun. 5, 2006 titled “Prone OperatorPosition Personal Watercraft”, satisfies common carrier protocol and canbe assembled by an end user of the product. The personal watercraftsdisclosed therein are engine driven, configured to be broken down into anumber of manageable components, and constructed to support an operatorin a prone position. Understandably, these are but one example of theapplicability of the present invention.

Preferably, the product is small and lightweight such that it can beeasily shipped directly to the end user using common shipping methodssuch as UPS and Federal Express. It is preferably easily unloaded andtransported by a single individual to its final use destination. Theproduct has a simplified construction that includes a number of parts,such that the product can be broken down into constituent parts.Additionally, the breakdown and assembly of the product requires only acommon mechanical aptitude without the need of any specialized skills ortools.

The personal watercraft disclosed in U.S. Ser. Nos. 11/466,653 and11/695,360 include a number of connectable systems that are constructedto be communicated from the OEM to the consumer. Preferably, the hull,each sponson, the engine, the control system such as the throttle andsteering control systems, and the jet assembly of the watercraftdisclosed therein are fully removable and are constructed to accommodatethe common carrier parcel specifications as disclosed above. That is,although more than one of the assemblies discussed above may beconstructed to collectively satisfy the common carrier specifications,each assembly or system can be individually shipped should such a needarise. Preferably, understandably, the packaging schedule of thecomponents of the assembly is intended such that each package canapproach the tolerances specified by the common carrier thereby reducingthe total number of parcels associated with any given system orassembly.

The ability of the watercraft product to be easily broken down intoconstituent parts renders the product suitable for servicing or otherrepair through a return to depot or OEM business method. The partialdisassembly of the product includes separation of the primary powertrain module which reasonably includes the most common field failureelements such as the engine, its associated sub-systems, such aselectrical and exhaust systems, the jet pump propulsion system, and thesteering mechanism. For communication of the repairable elements betweenthe OEM and the consumer via common carrier, features of the in-useconfiguration of the product may need to be removable from the productto satisfy common carrier requirements. That is, the engine drivenproduct can include a removable fuel tank and a removable oil reservoir.

Preferably, product components such as the fuel tank, the battery,and/or an engine oil system are constructed to be easily removed fromthe watercraft. Additionally, other bulky items, that may collectivelyexceed common carrier size and shape restrictions, and which would notnormally fail, such as flotation chambers and covers, are alsoconstructed to be simply and efficiently removed from the product. Thefuel tank and battery are easily removable to comply with hazardousmaterial shipping restrictions. Preferably, an end user provides theconsumable materials, such as fuel, a battery, and oil, which are barredfrom transport by the common carrier. Incorporation of an electronicfuel injection (EFI) system mitigates the requirement to drain areservoir commonly associated with a carbureted engine. The EFI systemand draining of a carburetion system ensures no fuel is contained in aproduct power system during transport. Such simplistic operations ensurethat the consumer shipped portion of the product complies with commoncarrier parcel requirements as well as federal and state hazardousmaterial shipping regulations.

For those engine-powered products provided with a crankcase constructedto contain a volume of operating oil, the engine crankcase isconstructed to remain sealed during shipment. Alternatively, the productcould also be provided with a removable oil reservoir. Such aconfiguration would allow the OEM to deliver the product directly to theconsumer without hydrocarbon materials or with common carrierpre-approved hydrocarbon containing systems. Upon receipt, the consumerindependently acquired and introduces the fuel and oil to the systems ofthe product. In the event that the product requires repair or otherservicing, the user simply removes that portion of the product whichrequires service and returns it to the OEM. However, the consumableproducts associated with engine operation are retained by the user andare not shipped via common carrier except for that embodiment whereinthe engine system includes a sealed oil containing crankcase.

The product shipping cartons or containers are also designed andconstructed to facilitate multi-directional direct OEM/consumer productshipment. That is, the containers are utilized for both direct shipmentof the product from the OEM to the customer and return shipment ofportions of the product from the customer to the OEM and/or repairdepot. Preferably, the packaging is configured to be reusable for returnof one of a frame component and a power component directly to theoriginal equipment manufacturer. A power train carton is furtherconstructed to ensure the configuration of the power train system uponshipment. That is, the size and shape of the carton is configured toprevent the power train module or drive portion of the product frombeing packaged with the fuel tank and/or battery attached. Designing andconstructing the product and respective systems to support a commoncarrier return to depot or OEM business method avoids the dealershipdistribution network as well as the expense associated with internallyforming and managing an OEM specific distribution network. The systemsalso avoid the expense and complication associated with maintaining anamicable relationship with independent contract carriers.

The direct OEM/customer product stream allows the OEM to directlycontrol the service and product delivered to the consuming public. TheOEM maintained repair systems can be staffed by highly skilledtechnicians who are intimately familiar with the entirety of the OEMproduct line. The system alleviates the needs to constantly traindealership service technicians and provide them with the often costlyservice manuals, specialized service tools, diagnostic equipment, partsordering support, and logistics systems since all of these resourceswould be OEM maintained. OEMs operating according to the disclosedsystems also reduce the effects of online and telephonic help systems asthe OEM's personnel maintain the in-field product.

An OEM supported and operated repair function staffed with OEM trainedand highly experienced technicians, equipped with the specialized toolsand equipment needed, and supported by the OEM parts inventoriesimproves both a Mean Time to Diagnose (MTTD) and a Mean Time to Repair(MTTR) as compared to conventional dealership service methods. That is,the personnel responsible for trouble-shooting a product can often beinstrumental in product design and development or closely associated oreven closely located with personnel responsible for such functions. Byimplementing an OEM repair strategy, the MTTR can be measured in daysthereby greatly enhancing the customer experience as well as thecustomer confidence in the OEM. In addition, the profit potential of theOEM would increase by the reduction in cost associated with establishingand maintaining a dealer service channel and the increased margins onparts and labor which now flow directly to the OEM.

The OEM management of repair and customer communications also enhancesefficient product assessment. Infant mortality failures of in-fieldproduct can be quickly and easily identified because the inventory lagassociated with the dealership network is avoided. The OEM can alsoreadily diagnose and analyze warranty costs. Field failures can bequickly identified and product corrective actions can be quicklyimplemented thereby reducing exposure associated with warranty failureand diagnosis lags. OEM control of repair systems also affords the OEMthe benefit of access to near immediate end user consumer information.Accurate records of specific failures and failure rates greatly assistcontinued product improvement and development. Cost margins on parts andlabor normally flowing to dealerships would now flow directly to the OEMproviding additional profit potential. Warranty service costs can alsobe easily tracked and accounted.

The direct return to OEM service method is complimented by a directInternet enabled sales method to completely eliminate intermediariesbetween the OEM and the end user. The complete control of customersatisfaction is controlled directly by the OEM. The OEM trained salesassistants are in direct contact with the potential customer ensuringaccurate and timely answers to queries and fostering the OEM/end userrelationship. Information from other users or previous consumers canalso be easily available on-line to provide real world feedback on theOEM and OEM products. The on-line direct interaction of the OEM andconsumer ensure correct and timely ordering and ensures accurateshipping dates and times which further enhance customer confidence.

The ease with which the product can be manufactured, packaged,delivered, user assembled and operated uniquely positions the OEM of theengine driven apparatus to interact directly with a consumer throughoutthe useful life of the product. That is, the system is configured toallow the OEM to manage the product and the interaction between theconsumer and the OEM from product conception to consumption, i.e. theproducts useful life or from cradle to grave.

The OEM/consumer direct product network reduces start-up expensesassociated with new market entrants. For instance, a new company or newproduct could be rapidly launched throughout a large geographicterritory without experiencing the delay to recruit, train and equip adealership network. A national or international launch could besupported by a single web site and a single or limited number of OEMsupported facilities or locations. The OEM can also easily control thetrade-in and used equipment markets. Those OEM substantial enough to doso may also provide financial support for product purchases and thelike. The OEM supported repair systems can also offer a final disposaland/or recycling service to the customer. Such services further enhanceand diversify the OEM revenue streams. Accordingly, rather than beingstrapped with the hindrances of a dealership network, an OEM operatingaccording to the present invention would readily appreciate the productand revenue performance associated with the direct communication ofgoods and services between the OEM and the end use consumer.

Therefore, a method of developing a product according to one embodimentincludes conceiving a general idea of a desired product. A commercialdistribution network is selected for disseminating the desired product.The general idea of the desired product is altered to satisfyrequirements of the commercial distribution network.

Another embodiment includes a method of providing an engine drivenproduct. The method includes manufacturing of an engine driven productin accordance with receipt of an order from an end user of the enginedriven product. The engine driven product is scheduled to be shipped tothe end user via a common carrier. The engine driven product isconstructed for separation into a power component and a frame component.The power component and the frame component are separately packaged intopackages that satisfy shipping requirements of the common carrier. Theseparately packaged power and frame components are shipped directly tothe end user via the common carrier.

A method of managing a product according to a further embodimentincludes manufacturing an engineered engine driven recreational device.The engine driven recreational device is sold directly to a consumer.The engine driven recreational device is delivered directly from amanufacturer to the consumer and is serviced by personnel that arecommon to the manufacture of the engine driven recreation device.

In sum, the inventive method is beneficial because it involves equipmentspecifically designed to be easy to package and ship to the end-user.The end user can then assemble and use with minor adjustments such asthe addition of oil, gas, and battery power. This equipment is also easyto disassemble so that it may be packed and shipped back to the OEM formaintenance or repair. It is also then easy for the consumer toreassemble it once it is received back from the OEM.

An additional benefit from using the inventive method is that the OEMcan increase its profit margin substantially because it has eliminatedthe middleman, i.e., the dealership. Alternatively, the OEM can reducethe price of the product because there is no dealer middleman. Ofcourse, the OEM could do both reduce price and increase profit relativeto OEMs that are forced to work with dealerships.

Although the best mode contemplated by the inventor of carrying out thepresent invention is disclosed above, practice of the present inventionis not limited thereto. It will be manifest that various additions,modifications and rearrangements of the features of the presentinvention may be made without deviating from the spirit and scope of theunderlying inventive concept. It is intended that the appended claimscover all such additions, modifications and rearrangements. Expedientembodiments of the present invention are differentiated by the appendedclaims.

1. A method of developing a product comprising: conceiving a generalidea of a desired product; selecting a commercial distribution networkfor disseminating the desired product; and altering the general idea ofthe desired product to satisfy requirements of the commercialdistribution network.
 2. The method of claim 1 wherein altering thegeneral idea of the desired product includes configuring the desiredproduct to be broken down into a number of constituent parts.
 3. Themethod of claim 2 wherein the constituent parts include one or more ofan engine system, a frame system, and a control system.
 4. The method ofclaim 1 wherein the commercial distribution network specifies a type ofproduct and parcel configuration that is transportable.
 5. The method ofclaim 1 further comprising configuring the desired product to bereturned directly to a manufacturer from an end user via the commercialdistribution network.
 6. The method of claim 1 further comprisingconfiguring the desired product to be maintained by an originalequipment manufacturer for the life of the desired product from cradleto grave.
 7. A method of providing an engine driven product comprising:manufacturing an engine driven product; receiving an order from an enduser of the engine driven product; scheduling shipping of the enginedriven product to the end user via a common carrier; constructing theengine driven product for separation into a power component and a framecomponent; separately packaging the power component and the framecomponent into packages that satisfy shipping requirements of the commoncarrier; and shipping the separately packaged power and frame componentsdirectly to the end user.
 8. The method of claim 7 wherein the commoncarrier dictates one or more of a parcel size, a parcel weight, and aparcel shape.
 9. The method of claim 7 further comprising managingassembly, distribution, and servicing of the engine driven product atcommon locations.
 10. The method of claim 7 further comprising designingeach of the power components and the frame components to be able to bebroken down into a number of smaller assemblies.
 11. The method of claim7 further comprising requiring the end user to provide consumablematerials that are barred from transport by the common carrier.
 12. Themethod of claim 11 wherein the consumable materials are further definedas one or more of gas, oil, and a battery
 13. The method of claim 7further comprising configuring the packaging to be reusable for returnof one of the frame component and the power component directly to anoriginal equipment manufacturer.
 14. The method of claim 7 furthercomprising providing a removable fuel tank and a removable oilreservoir.
 15. A method of managing a product comprising: engineering anengine driven recreational device; manufacturing the engine drivenrecreational device; selling the engine driven recreational devicedirect to a consumer; delivering the engine driven recreational devicedirectly from a manufacturer to the consumer; and servicing the enginedriven device with personnel common to the manufacturing of the enginedriven recreation device.
 16. The method of claim 15 wherein the enginedriven recreational device is delivered directly from the manufacturerto the consumer via a common carrier.
 17. The method of claim 16 whereinthe common carrier specifies at least one of a weight, a shape, and acontent of packages associated with the engine driven recreationaldevice.
 18. The method of claim 17 further comprising breaking down theengine driven recreational device into a power system and a framesystem.
 19. The method of claim 18 further comprising requiring theconsumer to independently acquire consumable materials associated withoperation of the engine driven recreational device.
 20. The method ofclaim 15 wherein the engine driven recreation device is one of afour-wheeler, a personal watercraft, and a two-wheeled product.
 21. Themethod of claim 20 wherein the personal watercraft is constructed tosupport a rider in a prone position.